The RF-4C (Model 98DF) was the unarmed photographic reconnaissance version of
the USAF's F-4C. The armament and radar of the fighter version was removed and
replaced with equipment
specialized for photographic reconnaissance. Perhaps the most readily-noticeable
difference between the F-4C and the RF-4C was the presence of a new, longer and
more pointed nose in which the fire control radar of the fighter was replaced by
cameras, mapping radar and infrared imaging equipment for the reconnaissance
role.

McDonnell had studied reconnaissance variants of the Phantom from the very start
of the Model 98 project back in the early 1950s. They had offered the 98F
unarmed photographic reconnaissance version to the Navy as early as August 25,
1953.

Eventually, McDonnell's proposals for the Model 98AX (September 1958) and 98DF
(January 1961) led to the issuance of Specific Operational Requirement 196,
approved by the Air Force on December 31, 1962. The SOR 196 project evolved in
parallel with the development of the previously-described Model 98DH (RF-4B) for
the Marine Corps. The RF-4B and RF-4C differed from each other only in the
previously-described changes between the F4H-1 and the F-110A.

In May 1962, prior to the issuance of SOR 196, the Navy had instructed McDonnell
to modify six F-4Bs into YRF-110A prototypes (62-12200 and 62-12201) and RF-110A
development aircraft (63-7740/7743). The mock-up was reviewed in October 1962,
by which time the designation of the RF-110A had been changed to RF-4C. Testing
of optical and electronic
reconnaissance systems was undertaken in 1963 at Holloman AFB with a bailed F-4B
(BuNo 145310).

The first YRF-4C (serial number 62-12200) took off on its maiden flight on
August 9, 1963, William S. "Bill" Ross being at the controls. This aircraft had
the extended nose of the RF-4C, but was not fitted with cameras or other
reconnaissance systems. It was followed on September 30, 1963 by the second
YRF-4C (62-12201), which was fitted with high and low panoramic and
frame cameras but still lacked most of the other systems that were planned for
production aircraft.

The RF-4C had three camera stations in the nose. The forward camera station
(situated just behind the radar) could carry a single forward oblique or
vertical KS-87 camera. Behind that, in the number 2 or "Low Altitude" station, a
KA-56 low-altitude camera could be carried, although this could be replaced by a
trio of vertical, left and right oblique KS-87 cameras. Alternatively, a left or
right oblique KS-87 could be carried in this station. A vertical KA-1 could be
carried in the Low
Altitude station instead of the KS-87, or a KS-72 could replace a KS-87 in the
30-degree oblique position. The third station (the "High Altitude" station) was
just ahead of the cockpit under the nose, and normally carried a single KA-55A
or KA-91 high-altitude panoramic camera in a stabilized mount. Alternatively,
two split vertical KS-87 cameras could be carried there, or
KC-1 or T-11 mapping cameras could be installed. The High Altitude station could
also house an AN/AVD-2 laser reconnaissance set, but this was later withdrawn
from use.

The RF-4C was fitted with a photoflash ejection system for night photography.
The ejectors were fitted on the upper rear fuselage behind
hydraulically-actuated doors. Up to and including RF-4C
serial number 71-0259, pairs of ejectors were fitted on each side, one with 26
M112 cartridges and one with 10 M123 cartridges. From RF-4C 72-0145 onward, a
single LA-249A ejector was carried, with 20 M185 cartridges.

The AN/APQ-72 radar in the nose of the F-4C was replaced by the very much
smaller Texas Instruments AN/APQ-99 two-lobe monopulse J-band radar. This radar
had both terrain-avoidance and terrain-following modes, and had ground mapping
capability. This was later replaced by the Texas Instruments AN/APQ-172 in all
surviving RF-4Cs.

An AN/AAD-5 or AN/AAS-18 infrared detection set was installed just aft of the
nose wheel bay. The AAD-5 was an infrared linescan unit with high performance in
dual fields and automatic control of velocity/height ratio and could convert
video signals into a permanent film record. The AN/AAS-18 offered improved
optics and up to 350 feet of SO2498 film. Some RF-4Cs had been fitted with the
AN/AVQ-9 infrared detection set and laser target designator to provide slant
range for weapons aiming and high-resolution thermal imaging.

The RF-4C was also fitted with a Goodyear AN/APQ-102 side-looking mapping radar,
with antennae on either side of the lower nose just aft of the optical
reconnaissance bay. This system was later replaced on some aircraft with the
AN/APD-10 with a podded extended range antenna in a modified 600-gallon external
fuel tank and a UPD-8 data link assembly replacing the number 2 station door.
This data link had a steer able antenna which made it possible to send radar
images to ground stations in real time.

The ARC-105 high-frequency radio required a giant shunt antenna, which was
recessed into both sides of the vertical fin. This required that the upper pilot
head on the vertical fin be deleted.

The original nose shape featured a flat underside and an angled window
projection for the High Altitude station. Many RF-4Cs were modified with an
aerodynamically refined nose with a bulging added to the camera housing, which
allowed larger cameras to be carried.

From aircraft 69-0375 onward, the low-altitude panoramic camera could be used in
conjunction with an ejectable film cassette. This was designed to get film into
the hands of ground-based intelligence units as rapidly as possible. Upon
ejection, the film cassette deployed a parachute, and a transmitter was provided
to aid in recovery. However, this system proved to be impractical in the field,
and immediate post-flight film processing capability and readout was provided by
the use of film processing vans, which were quickly deployed to Southeast Asia.

The RF-4C was provided with a stick and rudder set of controls in the rear seat,
and the reconnaissance package operator could and did fly the aircraft on many
occasions, especially on long overwater flights. However, the view from the rear
seat was very poor, and landings from the rear seat position were very difficult
if not downright dangerous. The rear seat position
did not have a means to lower the landing gear normally -- in order to lower the
landing gear, the rear seat had to pull an emergency handle to blow the gear
down, which would deplete the hydraulics and cause the wheel brakes to fail. In
addition, the rear seat could not lower the arrester hook and could not deploy
the drag chute.

The ECM capabilities of the RF-4C were progressively upgraded throughout its
long service life. Radar homing and warning systems were fitted. Examples were
the ALR-17, -31, -46, -50 or -126. Late in the service life of the RF-4C, the
USAF standardized on the use of the AN/ALR-46A radar warning receiver. Newer
electronic systems included the Litton AN/ALQ-125 TEREC (Tactical Electronic
Reconnaissance) sensor with data link equipment for transmission in near
real-time. This system was originally known as Pave Onyx. Also retrofitted to
some
RF-4Cs was the Lear Siegler AN/ARN-101 digital modular avionics system
navigational unit. A few aircraft carried the Chicago Aerial Industries
Electronic Wide-Angle Camera System (EWACS). The AN/AVQ-26 Pave Tack infrared
detection set could be carried externally by 39 specially-wired RF-4Cs. A few of
these aircraft could carry the AN/AVQ-9 laser target
designator slaved to the IR detecting set. An upgraded APQ-172 forward-looking
radar was also retrofitted to some RF-4Cs.

In 1970, 20 RF-4Cs were retrofitted with the ARN-92 LORAN-D navigation system
with a "towel rail" antenna on the upper rear fuselage, which provided
all-weather blind navigation capability. These aircraft were all 18 of the Block
40 RF-4Cs and two from Block 41 (69-0349 and 0350).

The RF-4C could also carry the gigantic General Dynamics HIAC-1 LOROP
(Long-Range Oblique Photography) camera system housed inside a large G-139 pod
mounted on the fuselage centerline. This camera system was originally developed
for the General Dynamics/Martin RB-57F and was capable of showing astonishing
detail at standoff distances as large as 100 miles. Several LOROP-equipped
RF-4Cs flew reconnaissance missions along the North Korean and Eastern European
borders. However, with such a large pod mounted underneath the fuselage, the
performance of the RF-4C was severely compromised. Later, 24 RF-4Cs were
retrofitted to carry a CAI KS-127A or KS-127F LOROP camera with a 66-inch focal
length in camera stations 2 and 3.

Initially, the RF-4C carried no weapons, and the under fuselage Sparrow missile
slots of the F-4C were omitted. However, in an emergency the RF-4C could carry a
nuclear weapon on the centerline position, but this was rarely done in practice.
Aircraft from the European-based 10th TRW were eventually fitted with AJB-7
low-altitude bombing system equipment just in case the
delivery of nuclear weapons ever became necessary. In later years, RF-4Cs were
armed with AIM-9 Sidewinder missiles carried on the inner under wing pylon for
self-defence. Provision was also made for carrying an electronic countermeasures
pod on the inboard pylon underneath the starboard wing, the Westinghouse
AN/ALQ-115(V)-15 or Raytheon AN/ALQ-184(V)1
being typical.

The first production RF-4Cs went in September 1964 to the 33rd TRTS, a training
unit based at Shaw AFB in South Carolina. The first operational unit to receive
the RF-4C was the 16th Tactical Reconnaissance Squadron of the 363rd TRW at Shaw
AFB, achieving initial combat-readiness in August of 1965. Even then, early
RF-4Cs continued to fly without their full sets of
operational equipment, and many of the components that they did carry were still
unqualified.

As part of the 460th TRW, the 16th Tactical Reconnaissance Squadron was deployed
to Tan Sun Nhut in South Vietnam in October of 1965. The second RF-4C squadron
in action in Southeast Asia was the 15th TRS, which entered combat in February
of 1967.

Initial missions turned up a whole host of problems and deficiencies. The
AN/APQ-102A side-looking radar had major teething troubles and was initially
very unreliable in combat. It took years before its problems were fully fixed.
The AN/AAS-18 infrared sensor was initially defective and had to be improved.
The RF-4C shared with the F-4C the problems with the defective potting compound
in the electrical relays. Airframe vibrations would often result in distorted
images being taken by the cameras in the sensor bays.

During the next eight years of the Vietnam war, the RF-4C served at various
times with the 11th, 12th, 14th and 16th Tactical Reconnaissance Squadrons,
flying missions from Tan Son Nhut AB and from Udorn RTAFB in Thailand. The RF-4C
flew day missions until 1972 over North and South Vietnam as well as Laos,
usually flying alone and without fighter escort. The aircraft
posted an impressive record during the most intense years of the war. No RF-4Cs
were lost to MiGs, but 7 were shot down by SAMs and 65 were destroyed by AAA or
small arms fire. Four were destroyed on the ground and seven were lost in
operational accidents. However, considering the total number of missions flown,
the loss rate was relatively low.

The last of 503 production RF-4C was delivered in December of 1973. The RF-4C
had been in production for over ten years, longer than any Phantom variant
except the F-4E.

The RF-4C was the first version of the Phantom to reach the squadrons of the Air
National Guard. The first ANG unit to receive the RF-4C was the 106th TRS of the
117th TRW of the Alabama ANG, which received its RF-4Cs in February of 1971,
replacing that unit's RF-84F Thunderflashes. Afterwards, eight more Guard
squadrons acquired RF-4Cs, and a training
unit was added to the Idaho ANG.

By early 1989, the number of RF-4C squadrons serving on active duty with the
USAF was down to seven. These comprised the 16th TRS at Shaw AFB, the 12th TRS,
45th TRTS, 62nd TRS and 91st TRS at Bergstrom AFB with TAC, the 15th TRS at
Kadena AB on Okinawa with PACAF, and the 38th TRS at Zwiebrucken AB in Germany
with USAFE. Plans to deactivate two of these squadrons had already been
announced.

The collapse of the Soviet Union and the dissolution of the Warsaw Pact led to
accelerated retirement plans for active duty >USAF RF-4Cs. In 1989, the 15th TRS
was transferred from the 18th TFW at Kadena to the 406th TRG at Taegu AB in
Korea, and was inactivated there the next year.

The inactivation of the last USAFE and TAC RF-4C units was in the planning
stages when Iraq invaded Kuwait in August of 1990, and further deactivation
plans were put on hold. Consequently, the RF-4C was still in service with the
USAF at the time of Desert Storm.

In response to the Iraqi invasion of Kuwait, the 106th TRS of the 117th TRW of
the Alabama ANG was deployed on August 24, 1990 to Sheik Isa in Bahrain. Its
LOROP-equipped RF-4Cs were used to conduct pre-war surveillance of Iraqi forces
in occupied Kuwait as well as those deployed along the Saudi Arabia-Iraq border.
Unfortunately, 64-1044 crewed by Major Barry K. Henderson and Lt. Col. Stephen
G. Schraam was lost in an operational accident on October 8, 1990. In December,
the 106th TRS was relieved by the 192nd TRS of the Nevada ANG. Later, RF-4Cs
taken from the USAF's 12th TRS/67th TRW and the 38th TRS/26th TRW
were deployed to Desert Shield. The 26th TRW of USAFE were detached to the 7440th
Composite Wing at Incirlik AB in Turkey, and the 67th TRW went to the 35th TFW
(Provisional) at Shiek Isa AB in Bahrein to serve alongside the RF-4Cs and crews
from the Air National Guard. Many of these planes were veterans of combat in
Vietnam. The 12 TRS did not arrive in Bahrain until right before the offensive
(I seem to remember 1-2 weeks). The 91st TRS had aircrew waiting on the east
coast (I believe McGuire AFB) to replace any losses, which luckily did not
occur.

When the first air strikes against Iraq took place on January 17, 1991, the
RF-4Cs were in action from the start. At first, they were limited to daylight
operations, flying over Kuwait almost every day in search of Republican Guard
units. They flew over Baghdad looking for such targets as rocket fuel plants,
chemical weapons plants and command and communications centers. The RF-4Cs were
repeatedly diverted from other photographic missions to go and look for Scud
launchers hiding in western Iraq. None were lost in action, although one crashed
into the Persian Gulf following the end of hostilities. Fortunately, the crew
ejected safely.

Following the end of Desert Storm, the RF-4Cs of the 26th TRW and the 67th TRW
returned to their home bases, respectively Zwiebrucken AB in Germany and
Bergstrom AFB in Texas. Within a year, all of the remaining RF-4Cs were
withdrawn from USAF service. The 26th TRW was deactivated in April of 1991 and
its RF-4Cs were relegated to storage. The 91st TRS of the 67th TRW was
deactivated in September of 1991, thus ending RF-4C service with active duty
USAF units. The 12th TRS and the remainder of the wing stood down in 1994.

After the end of Desert Storm, the phase-out of the RF-4C with the ANG was
accelerated. The 163rd TRG, the 186th TRG, the 155th TRG and the 117th TRW
switched over the aerial refueling mission in 1992-94, trading in their RF-4Cs
for KC-135s. The 124th TRG of the Idaho ANG converted to F-4G Wild Weasels. The
192nd RS of the Nevada ANG finally turned in its last four RF-4Cs on September
27, 1995, their planes being flown to Davis-Monthan AFB for storage. This
brought the era of RF-4C service with United States armed forces to an end.

Twelve RF-4Cs were subsequently transferred to the Spanish Air Force. Two were
loaned to Israel in 1970-71. Twelve ex-USAF RF-4Cs were transferred to Korea in
1989. This leaves Spain and Korea as the only operators still flying the RF-4C.

After the completion of the original test program, YRF-4C 62-12200 was modified
to serve as the aerodynamic prototype of the F-4E version, flying in this
configuration on August 7, 1965. It was later used in Project Agile Eagle to
test leading edge maneuvering slats that were fitted to late production F-4Es.
The YRF-4C was later fitted with a slotted stabilator and was fitted with
various composite material components such as a beryllium rudder. In April 1972,
it was modified as a test bed for a fly-by-wire control system. In 1974, it was
fitted with canard surfaces and special controls as part of the Precision
Aircraft Control Technology (PACT) program. It first flew in this configuration
on April 29, 1974. In January 1979, 62-12200 was donated to the USAF Museum at
Wright-Patterson AFB in Ohio, where it is now on display.